System of control.



PATENTED JAN. 9, 1906.

F. E. CASE.

SYSTEM OF CONTROL.

APPLICATION FILED 001. 1.l904

3 SHEETS-SHEET 1,

CO U Imam or:

FRANK E. CASE 2 y M4; M

No. 809,908. PATENTED JAN. 9, 1906. F. E. CASE.

SYSTEM OF CONTROL.

APPLICATION FILED OCT.1. 1904,

3 SHEETS-SHEET 2.

Inventor Fran/f E. Case W/tnesses r PATBNTED JAN. 9, 1906.

F. E. CASE. SYSTEM OF CONTROL.

APPLICATION FILED 0013.1. 1904.

3 SHEETS-SHEET 3.

Inventor Hun/Y ECdse Witness e5 22 UNITED STATES PATENT OFFICE.

FRANK E. CASE, OF SCHENECTADY, NEW YORK, ASSIGNOR TO GENERAL ELECTRICCOMPANY, A CORPORATION OF NEW YORK.

SYSTEM OF CONTROL- Specification of Letters Patent.

Patented Jan. 9, 1906.

Application filed October 1, 1904. Serial No. 226,755.

.a single point or from one of several points upon the train.

My invention has for its object to provide an eflicient and reliabletrain-control system in which the operation of the motor-controllers onthe several cars is controlled from a pneumatic train-line.

Various types of pneumatic train systems have been heretofore proposedinvolving either the use of a great number of trainpipes or else complexvalve or other mechanism delicately adjusted, so as to be sensitive toslight variations in fluid-pressure. Delicate valve mechanisms ordelicate settings of any kind are objectionable, and neither are greattrain pressures desirable, since it is convenient to use the same sourceof compressed fluid supply for both control and brake apparatus, and itis highly advantageous to have the control apparatus operable at lowerpressures than required to set the brakes.

In my previous application, Serial No. 134,001, filed December 5, 1902,I have shown a system of electropneumatic control in which many of theobjections to prior systems are overcome by employing but twotrain-pipes and in which the use of trainwires is avoided. In the systemas there illustrated a controller for determining the direction ofrotation of the motors and a separate controller for governing theseries-parallel connections and the resistances in the motor-circuit arearranged locally to each car, and although the system avoids the use oftrain-wires or numerous train-pipes the use of two controllersnecessitates several valves besides the master-valve mechanism, and thenumber of valves is augmentated by the addition of means for stoppingthe movement of the seriesparallel controller when in full seriesposition with all resistance cut out of the motor-circuit.

The principal object of the present invention is to overcome to a largeextent the dii'liculties experienced in previous control systems bymeans of a system arranged in such a manner that no train-wires arerequired, the number of train-pipes is small, the use of all valvemechanism except that of the master-controller is avoided, no delicatesettings of any kind are required, and comparatively low pressures areemployed.

A further object of the present invention is to provide a control systemin which the actuating means for the motor-controller is governed by anindependent pneumatic system.

In one of its aspects the present invention may be regarded ascomprising a system in which a motor-controller consisting in part of aplurality of separately-actuated contacts arranged in part to beoperated in automatic succession is controlled by an independentpneumatic system so arranged that the automatic progression of thecontacts may be checked at will.

In another of its aspects the present invention may be considered as atrain-control system made up of local motor-controllers, local automaticcontroller-actuating systems, and a pneumatic train system for settingin motion or permitting the power in the local controller-actuatingsystem to act.

In another of its aspects the present inven tion may be considered as atrain-control system comprising a plurality of electrical units composedof motors, motor-controllers, and actuating-circuits for themotor-controllers, together with a pneumatic train-control system forgoverning the several units simultaneously and independently of eachother, the arrangement being such that a complete system may embody anumber of units and a pneumatic system extending through a number ofcars, or of but a single unit and the pneumatic equipment of the carupon which the unit is located, whereby single cars may be operated orseveral cars may be grouped into a train and the whole controlled from asingle point.

To the above ends I have associated with a local motor-controller alocal controller-ache ating system so arranged that it may be set intooperation and be effectively controlled by means of a few localpneumatic relays forming a part of a pneumatic train system,

The motor-controller and the controller-actuating'system may be of anyusual types; but preferably the motor-controller is of theseparately-actuated contact type and the actuating system an automaticone in which some or all of the controller-contacts are.

Only a single controlling-relay is needed for a group of made toprogress automatically.

contacts adapted to progress automatically, and therefore by permittingthe use of a number of relays small in comparison with the number ofseparate main contacts the present system necessitates the employment ofbut two train-pipes and provides for obtaining various pressuresdiflering sufficiently in degree without the aid of delicately-adjustedvalve mechanism or delicate settings of any kind and without greattrain-pipe pressures. Consequently all delicate mechanism may beconfined entirely to the master-controller located at convenient pointsthroughout the train. By this arrangement the main contacts, at whichthe only severe sparking is apt to occur, may be most advantageouslyplaced and housed, and the contacts may be actuatedby a considerableforce, which is simply set into operation by a pneumatic controllingmeans, operating under a relatively weak pressure. The energy of theline is made use of to do the actual work, and but little energy isconsumed in the pneumatic controlling system for producing the desiredresults. By making the local actuating system electrical instead ofpneumatic or otherwise the line energy is translated directly into a contact-actuating force instead of serving to compress air or otherwisechange the form preparatory to operating the controller, therebyproviding for the highest efliciency.

In the particular form of my invention which will be hereinafterdescribed there is provided a relay or switch-operating device for themain circuit, a relay for controlling the reversing-switch and theseries-parallel contact, and a relay for controlling theresistance-contacts. Associated with each relay is a pair of pistons ordiaphragms situated in chambers communicating directly each with itsrespective train-pipe, some pairs of pistons or diaphragms beingdesigned to operate at lower pressures than others. A master-controllercomprising valve mechanism somewhat similar to that in my previousapplication connects the train-pipes with a source of compressed-fluidsupply. Reducing-valves in the master-controller admit compressed fluidto the train-pipes at varying degrees of pressure dependent upon theposition of the master-valve. The parts are so constructed and arrangedthat the mastercontroller may be set to establish and maintain themotor-circuits in any one of a plurality of running positions. As in myaforesaid application, compressed fluid is admitted 1 successively tothe two train-pipes, the order in which the pipes are energizeddetermining the direction of motion of the car or train and the pipe towhich the pressure is first admitted controlling the contacts forcompleting the series circuit for the motors. In the aforesaidapplication all the power for operating the controller is furnished by asingle train-pipe, the pressure in the pipe last to be energized servingsimply to trip a stop in order to permit the pressure in the first pipeto operate. By the present invention the compressed fluid in eachtrain-pipe comes into play as a primarymoving force to operate some orall of the relays during each complete cycle of motor-circuitconnections.

Further objects of the present invention will appear in connection withthe following description thereof.

Figure 1 of the accompanying drawings illustrates one system ofmotor-circuits, 1no tor-controllers, and pneumatic governing meansarranged in accordance with my present invention. Fig. 2 shows a trainof two cars equipped in accordance with the present invention. Fig. 3 isa vertical cross-section of a master-controller adapted for use insystems arranged in accordance with the present invention. Figs. 4 to 6are details of the master-controller, and Figs. 7 and 8 are plan viewsof the main-valve seat and the main valve, respectively.

Similar reference characters in the drawings and specification indicatecorresponding parts or elements.

The particular form of car equipment illustrated embodies two motors Mand M. T is the source of current-sumfly, such as a trolley or slidingcontact-shoe. Re Rg are resistance-sections adapted to be inserted inthe motor-circuits and removed therefrom, as occasion requires. CB is acircuitbreaker located in the main circuit. R S indicates areversing-switch which determines the direction in which currentflowsthrough the armature of the motors. C represents a motorcontrollerincluding a series ol individual contactsnamely, contacts T, T, T, and Tfor connecting the motor-circuits to the source of supply T; S, forconnecting the inotors in series; P andP, for producing the parallelconnections of the motors; B, for producing the bridge connectionwhereby the motor-circuits are prevented from being complctely brokenduring the change from series to parallel; contacts R R for governingthe resistance-section lta ltg, respectively, and contact 0 forming partof a combined throttle and time-limit relay for regulating the automaticprogression of the resistance-contacts. These parts, together with theusual interlocks, may be of any preferred forms, since they form no partof the present invention except as they together constitute a unitadapted to be incorporated in and function as a part of my improvedsystem. For a complete disclosure of these features reference may be hadto Patent No. 762,409, granted to George H. Hill on June 14, 1904, inwhich patent the electric-control system as a whole is fully described.The combined throttle and time-limit relay forms no part of the presentinvention, but is set forth and claimed in Patent No. 798,342, 'rantedAugust 29, 1905, on an application iled by George H. Hill. The bridgeconnection and the particular form of mam and interlocking contactsdiagrammatically disclosed herein form no part of the present invention,being set forth in an application filed by George H. Hill on August 20,1904, Serial No. 221,471, and owned by the Genei al Electric Company, towhom the present invention is assigned. A controller-actuating system isrepresented as an electrical system; but any other energizing means maybe utilized therein, since the present invention is not limited toelectrical apparatus for that purpose.

The present mventi on contemplates in one of its aspects the employmentof a few simple and compact pneumatic devices for making and breakingthe auxiliary controllingcircuits for the controller-contacts andpreferably also for operating the circuitbreaker. These devices areoperatively connected to a pair of pipes 1 and 2, which extendthroughout the length of the car and which are pro vided with suitablecouplings Y at their respective ends, whereby the equipments of severalcars may be coupled together and controlled from a single point. In thedrawings the train-pipes are shown as arranged one above the other inorder to show the several features more clearly; but in actualconstruction the pipes are placed side by side in order that the properconnections may take place when a car is turned end for end. If it isnot desired to adapt the cars for train-control service the pipes 1 and2 need only of course extend from one or more master-controllers to therelays. These pipes will, however, be called train-pipes for the sake ofsimplicity. The pneumatic operating devices or mechanisms may beconveniently divided into three groups, and this is the arrangementwhich I have illustrated and which will be described, although it isevident that more orless groups may be made, according to therequirements or convenience of the particular situation to be met. Thesegroups of mechanisms and their functions are as foling devices D, E, andF, together with the several switches or other controlling elementsactuated thereby, constitute the several relays to which reference hasbeen made.

Pressure is supplied to the train-pipes 1 and 2 by means of anair-compressor A of any preferred form which forces the compressed airinto a reservoir AC The particular source of compressed-fluid supply isof course immaterial, since any means capable of furnishing therequisite amount of compressed fluid may be employed. A pipe 3 connectsthe reservoir or any other source of fluid supply which may be used to achamber in each of the motormans valves V and V, which are themaster-controllers. Two of these valves are preferably employed, one oneach platform of the car, although but a single valve is essential.

The pneumatic actuating devices D, E, and F comprise simple pistons ordiaphragms arranged in suitable casings which communicate with thetrainpipes, thereby avoiding all valve mechanism except in the motormansvalves, which may consist of simple mechanism not apt to get out oforder and which may be readily inspected.

The valves V and V are arranged. to act as reducing-valves, whereby airditlering widely in degrees of compression is admitted to thetrain-pipes in order to operate the actuating devices in the propersuccession. Since but few groups of actuating devices are employed, thereservoir-pressure need not be great in order to provide sul'licientvariation in successive pressures to obviate any necessity for delicateadjustments of the piston or diaphragm settings. The lowering of thepressure is further facilitated by reason of the fact that the pneumaticdevices simply close relaycontacts, requiring but little power for theiroperation, the main contacts being closed by electromagnetic means, forthe operation of which the entire line-power is available.

The pneumatic actuating devices will now be described.

The circuit-breaker-actuating mechanism consists of a pair of chambers dand (Z in which are mounted pistons or diaphragms d and (1", held intheir inoperative position by means of springs d and d. These pistons ordiaphragms are suitably connected to the movable member of thecircuit-breaker by means of levers (Z and (Z so arranged that thecircuit-breaker is normally held open, but is closed by the outwardmovement 01'' either piston. The chambers d and d are connected totrain-pipes 1 and 2, respectively, the pistons or diaphragms being movedoutwardly by compressed fluid and returned by the springs. The mechanismfor governing the reverse and forward series and parallel connections ofthe motor con sists likewise of a pair of chambers e and 6 havingspring-pressed pistons or diaphragms e and 6 said chambers communicatingdirectly with trainpipes 1 and 2, respectively, whereby upon theintroduction of compressed fluid to one chamber or the other thecorresponding piston or diaphragm is forced outwardly, and upon therelease of pressure the piston or diaphragm is returned to its normalposition by its spring. These pistons or diaphragms are symmetricallyarranged with respect to a pivoted switch-arm. E and are operativelyconnected thereto by means of links a and 6, provided with elongatedslots e and e", a pin e passing from the end of the switch-arm throughbothof these slots. Upon applying pressure to piston c it is movedoutwardly, and since the link e is ar ranged at an angle to theswitch-arm E the rectilinear motion of the piston is translated into arotary movement of the arm, the full stroke of the piston serving tobring the switch-arm to the position f9. In this position of theswitcharm the motors will be connected in series for forward rotation,as will be hereinafter explained. By this movement of piston e and theswitch-arm the pin 6 has been brought past the axis of piston c and uponadmitting the proper pressure to this piston the switch-arm is given afurther rotation in the same direction as before, reaching the positionwhen the piston has completed its stroke. The motors will now beconnected in parallel for rotation in the same direction as before. Whenthe pressure is exhausted from behind the pistons e and e they will bereturned to their normal positions by means of their respective springs,and the switch-arm will be brought to its oil position by the springs E.It is evident that if pressure is applied to the piston or diaphragms cand a in the reverse order the switch-arm will be moved to the oppositeside 01'' its oil position-namely, first to position rs and then to rpproducing the connections for reverse series and reverse paralleloperation of the motors. This specilic arrangement ofswitch-arm-actuating mechanism forms no part of the present invention,but is set forth and claimed. in an application of Fred B. Corey, SerialNo. 226,754, filed October 1, 1904, and owned by the General ElectricCompany, to whom the present inventionis assigned.

The governing mechanism for the automatic progression of theresistance-controlling contacts consists ol' chambersf and f,communicating directly with train-pipes and 2, res )ectively, pistons ordiaphragmsf andf, springs f 5 and f, and leversf and f similar tocorresponding parts of the circuitbreaker actuator D, the springs f 5and f be ing, however, stronger than the springs (Z and d, so that agreater train-pipe pressure is required to operate the pistons ordiaphragms and f than is required for the pistons or diaphragms d and (ZThe levers o 5 f 7 and f 8 are connected to a movable switch member F,situated in the control-circuit oi the resistance-contacts.

The setting of the circuit-breaker mechan ism D is arranged so that thecircuit-breaker is closed at the lowest el'l'ective pressuresay at tenpounds-the mechanism E being operative at the next pressure, which maybe double that required to close the circuitbreakernamely, twenty poundsand the governing mechanism F for theresistance-contacts coming intoplay at the highest pressurenamely, thirty pounds. it is manifest thatthe circuitbreaker-actuating mechanism and the mechanism E may be set tooperate at the same pressure, although it is preferred to have thecircuit-l'neaker close first.

Briefly stated, and without tracing the various circuits, which will betreated in detail hereinafter, the operation is as follows: Assuming theswitch X to be closed and that it is desired to start the car or trainin a forward direction, pressure is first admitted to train-pipe 2,thereby forcing piston or diaphragm d outwardly and closing thecircuitbreaker. The pressure in pipe 2 is then increased and piston e isoperated, moving switch-arm E to positionjs and causing it to engagecontacts a, l), and c. The proper circuits are now established forclosing the main contacts, which serve to connect the source ofcurrent-supply through the motors connected in series and in series withall the resistance to the ground or to the metallic return-circuit, if ametallic return-circuit is used. It is evident that this condition ofthe circuits may be maintained as long as is desired by simply leavingthe nraster-colitroller stationary. If the pressure in pipe 2 is thenstill further increased, operating piston or diaphragmf and closingswitch F, the circuit for producing auton'iatic progression of theresistance-contacts is completed, thereby causing theresistance-sections to be cut out step by step until all oi theresistance is out of the motor-circuit. ll now it is desired to connectthe motors in parallel, the pressure in pipe 2 is reduced to the secondeli'ective pressure and piston or diaphragmf returns to its inoperativeposition, opening switch 1*" and breaking the actnatiiig-cireuit for theresistance-contacts, which have previously been opened, as will behereinafter described, and prevents them from being actuated when theparallel tactics are closed. Sullicient pressure is then admitted topipe I. to operate a piston or diaphragm e, thereby moving switch-arm Eso as to engage with c the parallel contact. This latter operationconnects the motors in parallel with the resist ance remaining incircuit. it is evident that the pressure in pipe 1 may be raisedinitially to twenty pounds, since the circuit-breaker is held closed bypressure in pipe 2. In order to again. cut out the resistance, thepressure in either pipe may be raised thirty pounds,

thereby closing switch F and causing the automatic progression of theresistance-contacts as before.

It is manifest that various modifications may be made in the severalsteps whereby the proper circuit connections are established, since itmay be desirable to have more or less running positions than thoseindicated in the foregoing description. Moreover, the man ner in whichthe train-pipe pressures are controlled is subject to various changes.

The motormans valve or master-controller V represents in a diagrammaticform one arrangement of ports and valves suitable for producing a cycleof train-pipe connections with the source of compressed-fluid supply andwith the atmosphere, whereby the various steps heretofore described maybe carried out. This valve comprises a plug-valve v for determining theorder in which the train-pipes are supplied with compressed fluid, andconsequently the direction of movement of the car or train, and a diskvalve 1), provided with suitable ports for connecting the train-pipes tothe atmosphere in order to exhaust or partially exhaust them or to thesupply-pipe in order to admit to them fluid varying in degree ofcompression. The plug-valve is provided with two sets of passages 4 and5, passing through the body thereof at approximately right an gles tothe axis and serving to connect trainpipes l and 2, respectively, to theports 10 and 11 in the valvecasing, and 6 and 7, arranged diagonally, soas to give the reverse connections between the pipes 1 and 2 and theports 10 and 11. The disk valve is provided with a central chamber 12 incommunication with the supply-pipe 3. Extending radially from thechamber 12 to the periphery of the disk are a number of ports 13, 14,15, 16, and 17, some of which are provided with reducing-valves andwhich are adapted to connect the pipesl and 2 to the supply-pipe 3. Thevalve 7/ is provided with further ports 18, 19, and 20, which open intothe atmosphere, ports 18 and 19 serving to exhaust the train-pipes whenthe valve is in its off position, and port 20 having a reducing-valvewhich permits either pipe to partially exhaust to the atmosphere. It andh are handles whereby the valves and o are operated.

When the parts are in the positions shown in the drawings, thetrain-pipes 1 and 2 are exhausting through the ports 6, 11 and 18 and7,10, and 19, respectively. If the disk valve were turned in a clockwisedirection, bringing the port 13 into registration with port 11,compressed air would be supplied to pipe 1 before it would be suppliedto pipe 2, thereby causing the motors to be connected for reverserotation. Upon turning the plugvalve so as to bring its ports 4 and intoregistration with ports 10 and 11 before the disk valve is moved fromthe off position pipe 2 will be the first one to be energized, and themotors will then be connected for forward rotation.

Assuming the valve 1; to be turned so as to connect the pipes 2 and 1 toports 11 and 10, respectively, then upon turning the disk valve to bringport 13 before port 11 compressed air will be admitted to pipe 2, but byreason of the reducing-valve in port 13 at a reduced pressure namely,ten pounds when ten, twenty, and thirty pounds are the effectivepressures used. The piston or diaphragm (1 will thereupon beoperated,closing the circuit-breaker. A further rotation of valve 1) will bringport 14 before port 11, and the reducing-valve in port 14 being set topermit the train-pipe pressure to increase to twenty pounds piston ordiaphragm e will be operated, moving switch-arm E to its forward seriesposition fs. A further rotation of the valve brings port 15 before port11, and full pressure or thirty pounds is admitte tdo pipe 2, actuatingpiston or diaphragmf and closing switch F. If it is desired to utilize areservoir-pressure of but thirty pounds, no reducing-valve need beprovided in port 15. A further rotation of the valve brings port beforeport 11. Port 20 is provided with a reducing-valve, reversel y arranged,however, and permits the pressure in train-pipe 2 to exhaust to theatmosphere until its pressure is reduced to twenty pounds. By this operation piston f 3 is released, opening switch F. It is evident that byoscillating valve 1) so as to alternately bring ports 15 and 20 beforeport 11 the pressure in pipe 2 may be made to I00 alternate betweentwenty and thirty pounds, alternately opening and closing switch F. Inthis manner the automatic progression of the resistance-contacts may becontrolled, as will be hereinafter made apparent in connection 10 5 withthe tracing of the various circuits. Upon a further movement of valve 1)port 17 is made to register with port 10, and by reason of thereducing-valve in port 17 air at twenty pounds pressure is admitted topipe 1., oper 11o ating piston e and moving switch-arm F/ to its forwardparallel position. Upon turning the valve still farther port 16 isbrought before port 11, and as port 16 is similar in every respect toport 15 the air in train-pipe 2 is 115 again raised to full pressure,causing piston f to be 0 erated and switch F to be a ain l a closed. Ifvalve 1) is now returned to the position in which ports 20 and 1 1register, pressure in pipe 2 will be reduced and switch F [20 will open.Control of the automatic progression of the resistance-contacts istherefore retained, as before, since the progression may be stopped atany point by simply turning the valve 12 backwardly two notches. In I 25the actual valve the handle is turned backwardly only one notch. Ifvalve 1) is initially turned to its extreme position, pipes 2 and 1 willbe simultaneously energized, pipe 2 re ceiving air at thirty poundspressure and pipe I 0 1 air at twenty pounds pressure. By suitablyrestricting the passage leading to p ort 10 the flow of air into pipe 1may be retarded, so as to allow ample time for the pressure in pipe 2 toattain avalue of twentypounds before the pressure in pipe 1 hasapproached that value, thereby insuring the proper succession in theoperation of the pistons or diaphragms e and e". In this instance themotor-controllers will automatically pass through the several steps fromseries with all resistance in circuit to parallel with no resistance. Byreturning valve 1) to the position indicated in the drawings bothtrain-pipes will be exhausted, all pistons returning to their normalpositions. For reverse movement of the car or train the plug-valve o isturned to the position shown and the valve 11 is turned to itssuccessive positions, as before, producing the same cycle of operationexcept that switch-arm E is moved from its off position successively topositions rs and rp.

The circuits for a complete cycle of operations will now be traced.

The circuit breaker being closed and switch-arm E in its forward seriesposition, current passes from trolley T to contact a, contact I), coil Rof reversing-switch RS, and if this switch is not properly positionedthen through finger w, contact 7", finger w to the ground, thusenergizing magnet R and throwing the switch to the position shown. Afterthe switch has been properly thrown current passes from finger w throughcontact 1, finger w actuating-coil of contact T, actuating-coil ofcontact T actuating-coil of contact T", actuating-coil of contact T tothe ground, thereby closing contacts T to T. A further circuit may betraced from contact 0, interlock p of switch P, actuatingcoil of contactS, interlock b interlocks i, 2, i and i to the ground, thereby closingcontact S. The motors are now connected in series with all resistancesin circuit, the current flowing as follows: trolley T, circuit-breakerCB, contacts T and T contact T throttle-coil of relay O, contact r ofreversing-switch, armature of motor M, contact 1" of reversingswitch,field of motor M, resistance R R contact S, resistance R Re, contact Tcontacts r and r of reversing-switch, armature of motor M contact 1",field of motor M to ground. When switch F is closed, the followingadditional circuits are established: from switch F to upper contact ofinterlock s, which is now closed, checking-coil 0 of throttling andchecking relay 0, lower contacts of interlock i, actuating-coil ofcontact R, interlock i 2' and i to ground. Contact R is thereuponclosed, cutting out resistancesection B. The closing of contact R breaksthe actuating-circuit of the coil of contact R at the lower contacts ofits upper interlock i and establishes a maintaining-circuit for saidcoil by transferring the circuit of the coil of contact S from the lowercontacts of interlock i to the upper contacts of that interlock, throughcoil of contact R and thence through interlock i, t, and U, as before,to groundv The current in passing through the checking-coil 0 opensswitch 0 and prevents the actuation of a second resistance-contact untilthis switch closes again. By providing a lost motion between the contactand magnetic core of switch 0 sufficient time is permitted for theclosing of contact R before its actuating circuit is broken. As soon asswitch 0 is again closed an actuating-circuit is established through theupper contacts of interlock "5, lower contacts of interlock ii,actuating-coil of contact R", actuating-coil of contact R interlocks "iand t to ground. Resistancesections R and B are thus cut out. Amaintainingcircuit is established for the actuating-coils of contacts 11and R, as is the case of the actuating-coil of cimtact R Sections B" andR R and H are similarly cut out successively in pairs, subject to thechecking influence of switch 0. If at any time the motor-current exceedsa desirable maximum, switch 0 is held open by means of its throttle-coil0 and progression of resistance-contacts ceases until the current isreduced to proper limits.

Since the maintaining-oircuits for the resistance-contacts areindependent of the accelerating-relay F, the auton'latic progression ofthe resistance-contacts may be checked at any desired point by simplyreducing the train-pipe pressure sufficiently to open the switch Fwithout affecting the series-par allel relay. The progression may bestopped at any point by simply moving the handle 71. forward a notch,(in actual construction the handle is turned backwardly instead oflorwardlyd and so long as the handle remains in that position no furtheraction will take place. In order to continue the progression, the handleis returned to its series-accelcrating point, causing switch F to beclosed in the manner heretofore described. After contacts R and B havebeen operated an actuating-circuit is established through the uppercontacts of interlock 4?, lower contacts of interlock 12 through theactuating-coil of contact B, interlock p to ground, thereby closingcontact B and forming a bridge connection between the motors and aboutcontact S and the resistance. The closing of contact B breaks itsactuating-circuit; but just previously thereto it completes amaintainingcircuit from contact 0, lower contacts of interlock p uppercontacts of interlock I)", coil of contact B, interlock 7) to ground. Aswe have seen, the circuit of the actuatingcoil of contact S passesthrough the lower contacts of interlock b Consequently as soon ascontact B closes the circuit of the series contact and which maintainsthe resistancecontacts is broken and these contacts open.

The resistance is not, however,reinscrted, for the reason that theclosing of contact forms a shunt or bridge about the resistance. Whenthe switch F is opened upon a reduction of pressure in pipe 2, it simplyopens the actuating-circuit for the resistancecontacts, preventing themfrom closing as soon as the parallel contacts are closed Withoutaffecting contacts T to T and contact B. When pressure is admitted intopipe 1, causing switcharm E to be moved to its forward parallel positionf 1), contact is made at c, and current now passes from contact throughlower contacts of interlock 8, through the actuating-coil of contact P,actuating-coil of con tact P, upper contacts of interlock lower contactsof interlocks of i, i if", and i to ground. Contacts P and P are therebyclosed, and a second or maintaining circuit therefor is established bybranching at interlock 79 through lower contacts of interlocks i, i iand i to ground. The closing of contact P breaks the maintaining-circuitof contact B at p and contactB opens. The initial actuating-circuit forcontacts P and P is thereby broken at interlock b but the contacts areheld closed by the maintaining-circuit previously established.

Contacts P and P being closed, the motorcircuits are as follows: trolleyT, circuitbreaker CB, contacts T and T Here the current divides, aportion passing through contact P, resistance R R and R contact Treversercontacts r and r, armature of motor M contact 1*", field ofmotor M to ground. Another portion of current passes instead of tocontact P to contact T, throttle-coil O, reverser-contact r armature ofmotor M, contact 7", field. of motor M, resistance R R, contact P toground. The motors are therefore connected in parallel, each with aportion of resistance in series therewith. When the pressure is againraised in train-pipe 1, operating piston f and closing switch F,automatic progression of the resistance-contacts occurs, as before,section R being cut out first and then sections R and R R and R and Rand R in pairs, the progression being regulated by the throttling andchecking action of relay 0. Control over the automatic progression ofthe resistance-contacts is retained, as before, by turning the h andle hbackwardl y to the checking-point for checking the progression andplacing it again in the parallel-accelerating position for causing theprogression to resume. Upon exhausting the pressure in the train-pipesall circuits are broken, and con sequentl'y all parts tions. If theswitch-arm is initially thrown to its extreme position f p and contact Fis closed, as will occur should the motorman turn the handle of themaster-controller to the final running position without stopping atintermediate positions, the various circuit return to their ofiposiconnections previously traced will be made automatically and in theproper succession. Although the switch-arm E is in full parallelposition, the coils of the parallel contacts P and P cannot be energizedimmediately, since the actuating-circuit therefor passes through thelower contacts of interlock s and the upper contacts of interlock bmore, the actuating-circuit for the resistancecontacts passes throughthe upper contacts of interlock 8. Consequently the series and linecontacts will be first closed, permitting the resistance-contacts andthe bridging con tact B to be actuated, the closing of the bridgingcontact, as has been previously described, causing the series andresistance contacts to open. Thereupon the actuating-circuit for theparallel contacts is completed, the bridging contact opens, andautomatic progression of the resistance-contacts takes place, asheretofore described. The circuits for reverse rotation of the motorsare similar, except that the reversing-switch is thrown in the oppositedirection, reversing the direc tion in which current "lows through thearmature.

In Figs. 3 to 8, inclusive, I have illustrated a valve constructionsuitable for use as the motormans valve in a system arranged inaccordance with the present invention. \Vithin a suitable casing arearranged a plugvalve 26 and a disk valve 27, together with threereducing-valves, one of which, 29, is shown in cross-section and thecasings of the other two being indicated by 28 and 30. Train-pipes 1 and2 are connected to the interior of the valve-casing through the plugvalve 26, while supply-pipe 3 opens into a passage 31, which ends in aport 82, adjacent the valve-seat 33, so that the compressed air isintroduced into the valve-casing above the disk valve 27. Thereducing-valves may be of any preferred type, that illustratedcomprising a slide-valve, which closes a port lead ing from the valvewhen the proper pressure has been reached in the pipe which is energized. 34 is the slide-valve, which is loosely mounted on the piston 35,so as to move with it and at the same time be free to adjust itselfproperly to its seat. The piston 35 is slightly smaller in diameter thanthe chamber 36, so that the pressure in chambers 36 and 37 on oppositesides of the piston may equalize. spring 38 aids in returning the pistonand valve to their normal position and in retaining them in suchposition. A chamber 39 communicates with a chamber 40, separated fromthe chamber 36 by a wall 41 by means of a small passage 42. Acheck-valve 43, located in the wall 41, normally closes communicationbetween the chambers and 36. A diaphragm 45 is arranged in the chamber40 in such position that when it is moved inwardly it engages with thestem of check valve 43 and forces it from its seat. Such a Further 8soaeos movement of the diaphragm is accomplished by means of a spring46, which has the proper tension, so that when the pressure in chamber40 is below the desired amount-in the present case ten, twenty, andthirty pounds to the square inch, respectively, for the threereducing-valves--the spring forces the diaphragm inwardly and holdsitthere until the desired pressure is reached. The checkvalve is sodesigned that when it is open the compressed air will escape through itmore rapidly than air can pass piston 35, thereby creating adif'l'erential pressure which moves the piston and slide-valve upwardly,opening port 47, and thereby allowing the compressed fluid to pass fromchamber 37 to 89 through this por hen the pressure in chamber 40 reachesthe predetermined value, diaphragn'i L5 is retracted and check-valve 43closes, permitting the pressure on opposite sides of piston 85 toequalize and the spring to return the piston to its normal position,again closing port 47. l t is evident that if the sup1J)ly-pipe 3 isconnected to chamber 87 and one or the other of train-pipes 1 and 2connected to chamber 39 the train-pipe pressure will be determined bythe setting of diaphragm 45. By connecting either train-pipesuccessively with the three reducing-valves three successive pressuresmay be obtained in the pipe. In the present case reducing-valves 28, 29,and. 30 are set, respectively, for ten, twenty, and thirty pounds. 4-8denotes a reducing-valve for lowering the pressure in one of thetrainpipes to twenty pounds and consists of a pilot-valve 49, whichopens when connected to the atmosphere through pipe 52 and apressure-retaining valve 50, which then exhausts the pressure in pipe 51until a minimum of twenty pounds is reached. These parts may be of anyusual construction and for the sake of brevity will not be described indetail. The arrangement of parts for producing the proper variations intrain-pipe pressures will now be described. V alve-seat 38 is providedwith three ports 28, 29, and 30, connected, respectively, to thechambers 37 of valves 28, 29, and 80. Chamber 39 of valve 28 iseonnected to a port 53 in the valve-seat 33,while the chamber 39 ofvalve 29 communicates with a port 54 and the chamber 39 of valve 30communicates with a chamber 55, connected by a passage 55 to port 55 inthe main valve-seat. Passage 55 and a second passage 65, ending in port65, are adapted to be connected to the trainpipes 1 and 2 through theplug-valve 26. 56 is a port leading to the atmosphere through a passage56. 57 is a small port connected by a passage 57 to pipe 52, leading tothe pilot-valve. Pipe 51 connects the retaining-valve to a passage 51,communicating with passage The main valve 27 has three ports an, 7 and2', extending entirely through the valve and adapted to register withports 28, 29 and 30 The valve has further ports-na1nely, a long undercutport 58, (shown clearly in dotted lines in Fig. 8 and partly in Fig. 3,)undercut ports 59 and 60, which (jOlllll'lUlllCltO with each otheracross the bridge-piece 60", and port 61, together with the smallundercut ports 7 58, and 61", communicating, respectively, with ports 158, and 61.

Assuming the plug-valve to be occupying the position indicated in Fig. 8and the handle 7t to be in oil position, both train-pipes are in directcommunication with the atn1os phere through ports 55 and 65, port 58,and port 56. Upon turning handle h to its first position, CB, air isadmitted through ports 2 and 28 to reducing-valve 28 and from chamber39, of this reducing-valve to port 53, port 60, port 59, port 55,passage 55", port 5 to pipe 2, supplying train-pipe 2 with air at tenpounds pressure. In the second position, or first running position, S,port 2 registers with port 29 and air is admitted through these ports toreducing-valve 29, chamber 39, port 541-, port 59, port 55, pas sage55*, port 5 to pipe 2, thereby raising the pressure in that pipe totwenty pounds. .[n the third position of the handle, Full S, port 2registers with port 30 and air passes to reducing-valve 30 through theseports to chamber 39 of the reducing-valve, chamber 55, passage 55", port5 to pipe 2, raising the pressure in pipe 2 to thirty pounds. In thisposition of the valve port a: registers with port 28, but port 53 isclosed, so that there is now no communication between this port andeither pipe. If it is desired to stop the automatic progression 01' thecontacts of the mo tor-controller, the handle may be moved back tothe'first runningposition, S, bringing port 58 over port 57 andpermitting pipe 52 to exhaust through these ports and through port 56.Air thereupon passes from trainpipe 2, port 5, passages 55" and 51.",pipe 51, and out of retainingwalve 50 until the pressure is reduced totwenty pounds. Upon again moving the handle to "Full S position thepressure in pipe 2 will again be raised to thirty pounds. In the nextposition of the handle at P port 57 will be connected to the atmospherethrough ports 61, 61, and 56, causing the pressure in train-pipe 2 to bereduced to twenty pounds. At the same time port y registers with port29" and air passes through ports y, y, and 29" to reducing-valve 29 andfrom chamber 39 of this valve to port 54, port 58, port 65, passage 65*,port 4-to trainpipe 1, thereby supplying that train-pipe with air attwenty pounds pressure. In the final position ol th(. .handlenamely,Full 1 -port y registers with port 30, and the pressure in pipe 2 willagain be raised to thirty pounds. Acceleration maybe stopped, as before,by returning the handle to the running position immediatelyprecedingnamely, to position l-when, as has been shown, pressure in pipe2 Will be reduced to twenty pounds. Upon returning the handle to the oflposition both pipes are exhausted. If instead of moving the handle h tosuccessive running positions in the manner described the operatorimmediately moves it to the final or Full P position, air at thirtypounds pressure will be admitted to pipe 2 and air at twenty poundspressure will be admitted to pipe 1, so that the motor-controllers mayautomatically progress in order to vary the motor connections fromseries with all resistance in circuit to parallel with no resistance incircuit. Port 58 is restricted at 58 so that if the controller-handle isthrown either to multiple position P or to full multiple Full P pipe 1is energized much more slowly than pipe 2, thereby insuring the propersuccession of pressures in the trainpipes. The retarding effect onpressure-pipe 1 is further aided by reason of port being smaller thanport 55.

Plug-valve 26 is provided with ports (not shown) similar to ports 6 and7, (shown in Fig. 1,) whereby pipe 1 may be connected to passage 55 andpipe 2 to passage 65 trainpipe 1 in this case determining the directionof movement of the car or train.

The valve is provided with means for returning the handle h to the offposition and for applying the brakes in case the handle is releasedwhile in a running position. A spring has one end secured to thevalvecasing and the other end to the handle it. This spring is put undertension when the handle h is moved into a running position and serves toreturn it to the off position when free to do so. A small valve 71 isarranged within the stem 72, which connects the handle h to the mainvalve 27. The valve 71 is normally held closed by means of a spring 73and when open places channel 7 4 in communication with atmospherethrough ports 75, 76, and 77. When the reversingvalve is in an operativeposition, a chamber 78 in the reversing-valve plug and a port 79 connectchannel 74 to the emergency-valve of a system similar to that shown inPatent No. 777,118, granted December 13, 1904, on an application filedby George Macloskie, valve 71 corresponding to the pilot-valve of thatsystem. A spring-pressed lever 80, pivoted within the handle it,normally bears on the upper end of the stem 81 and holds valve 71 open.When the handle 7t is moved into a running position, the lever may bemoved and held out of engagement with the valve-stem by means of abutton 82 in the handle. As long as the button is held de pressed valve71 remains closed; but upon the release of the button the lever 80forces the valve-stem downward, opening the valve 71 and causing thebrakes to be applied.

While I have illustrated and described one embodiment of my invention indetail in order to clearly explain the principle and mode of operationthereof, I do not desire to limit the present invention to theparticular arrangement so shown and described further than is indicatedin the appended claims.

What I claim as new, and desire to secure by Letters Patent of theUnited States, is

1. In a system of train control, in combination with motor-controllersincluding means for determining the direction of rotation of the motorsupon one or more cars, of controller-actuating means including asourceof power local to each car, and a pneumatic train system for governingthe action of the controller-actuating means, said train system beingoperative to give proper motor connections upon the reversal of one ormore cars of a train.

2. In a system of train control, in combination with motorcontrollersincluding means for determining the direction of rotation of the motorsupon one or more cars, of controller-actuating means including a sourceof power local to each car, and a pneumatic train system for renderingthe controller-actuating means e'tlective, said train system beingoperative to give the proper motor con nections upon the reversal of oneor more cars of a train.

8. In a system of train control, in combination with motorcontrollersincluding means for determining the direction of rotation of the motorsupon one or more cars, of controller-actuating means including a sourceof power local to each car, and a pneumatic train system includingrelays for governing the operation of the controlleractuating means,said train system being operative to give the proper motor connectionsupon the reversal of one or more cars of a train.

4. In a system of train control, in combination with motor-controllerson one or more cars, of an automatic controller-actuating system localto each motor-car, and a pneumatic train system for governing itsoperation.

5. In a system of train control, in combination with motor-controllersupon one or more cars, of an automatic controller-actuating systemincluding a source of power local to each car, and a train systemincluding relays for governing the operation of the controller-actuatingsystem.

6. In a system of train control, in combination with motors of one ormore cars of an automatic control system local to each car, relays forcontrolling the operation of the automatic control system, and apneumatic train-line for operating said relays.

7. In a system of train control, in combination with motor-controllerson one or more cars of an electric control system local to eachmotor-car, and a pneumatic train system for governing its operation.

8. In a system of train control, in combination with motor-controllersupon one or more cars, of electromagnetic controller-actuating meansincluding a switch local to each car, and a pneumatic train system foroperating said switch.

9. In a system of train control, in combi nation with motor-controllersupon one or more cars, of an automatic electromagneticcontroller-actuating system local to each car, and a pneumatic trainsystem for governing the operation of the controller-actuating system.

10. In a system of train control, in combi nation with series parallelmotor controllers upon one or more cars, of actuating means including asource of power therefor local to each car, and a pneumatic train systemfor governing the operation of said actuating means.

11. In a system of train control, in combi nation with series parallelmotor controllers upon one or more cars, of automatic actuating meanstherefor local to each car, and a pneumatic train system for governingthe operation of said actuating means.

12. In a system of train control, in combination with seriesparallelcontrollers upon one or more cars, of an electromagneticcontroller-actuating system local to each car, and a pneumatic trainsystem for governing said controller-actuating system or systems.

13. In a system of train control, in combination with motor-controllersupon one or more cars, of controller-actuating means including a sourceof power local to each car, and a pneumatic train system including twotrain-pipes for governing the operation of the controller-actuatingmeans.

14. In a system of train control, in combination with motor-controllersupon one or more cars, of automatic controller-actuating means local toeach car, and a pneumatic train system including two train-pipes forgoverning the operation of said controller-actuating means.

15. In a system of train control, in combination with motor-controllerson one or more cars, of automatic controller-actuating means local toeach car, two train-pipes, controlling devices for saidcontroller-actuating means operatively related to said train-pipes, andmeans for admitting compressed fluid to said train-pipes.

16. In a system of train control, in combination with motor-controllerson one or more cars, of an electromagnetic control system lo cal to eachcar, and a pneumatic train system including two train-pipes forgoverning the action of the electromagnetic control system.

17. In a system of train control, in combination with seriesparallelmotor-controllers on one or more cars, of controller-actuating meansincluding a source of power local to each car, and a pneumatic trainsystem ineluding two train-pipes for governing the action of thecontroller-actuating means.

18. In a system of train control, in combination with motor controllersupon one or more cars, of controller-actuating means local to each car,relays operatively associated with said controller-actuating means, andtwo train-pipes connected to said relays.

19. In a system of train control, in combination with motorcontrollerson one or more cars, of an electric control system local to each car andsupplied with current from a contact-shoe carried by the car, and apneumatic train system for governing the operation of the electriccontrol system or systems.

20. In a system of train control, in combination with motor-controllerson one or more cars, of an electric control system local to each car andsupplied with current from a contact-shoe carried by the car, and apneumatic train system including two train-pipes for governing theaction of the electric control system or systems.

21. In a system of train control, in combination with motor-controllerson one or more cars, of an electric control system local to each car andsupplied with current from a contact-shoe carried by its car, relaysoperatively associated with said electric control system or systems,train-pipes connected to said relays, and means for supplying saidtrain-pipes with compressed fluid.

22. In a system of train control, in combination with motor-controllerson one or more cars, of an electric control system local to each car andsupplied with current from a contact-shoe carried by its car,controllingrelays associated with said electric control system orsystems, two train-pipes connected. to said relays, and means forsupplying said train-pipes with compressed fluid.

23. In a system of train control, in combination with motor-controllersof the separately-actuated contact type on one or more cars, ofautomatic actuating means for the controller-contacts local to each car,and a pneumatic train system for governing the action of the actuatingmeans for the contacts.

24. In a system of train control, in combination with motor-controllersof the separately-actuated contact type on one or more cars, ofautomatic actuating means for the controller-contacts local to each ear,and a pneumatic train system including two trainpipes for governing theaction ol the automatic actuating means for the contacts.

25. In a system of train control, in combination with motor-controllersof the separately-actuated contact type on one or more cars, of anautomatic actuating system for the controller-contacts local to eachcar, relays for governing the action of said automatic actuating systemor systems, and two train-pipes connected to said relays.

26. In a system of train control, in combination with motor-controllersof the separately-actuated contact type on one or more cars, ofautomatic contact-actuating means local to each car, pistons ordiaphragms for governing the action of said contact-actuating means, andtwo train-pipes in direct com munication with said pistons ordiaphragms.

27. In a system of train control, in combination with motor-controllersof the separately-actuated contact type on one or more cars, of anelectric control system for the controller-contacts local to each carand supplied with current from a collector-shoe carried by its car, anda pneumatic train system for governing the action of said electriccontrol system or systems.

' 28. In a system of train control, in combi- -nation withmotor-controllers of the separately-actuated contact type on one or morecars, of an electromagnetic control system for the controller-contactslocal to each car and supplied with current by a collectorshoe carriedby its car, and a pneumatic train system including two train-pipes forgoverning the action of said electromagnetic control system or systems.

29. In a system of train control, in combi nation with motor-controllersof the separately-actuated contact type on one or more cars, of anautomatic control system arranged to actuate some or all of thecontroller-contacts in automatic succession local to each car, and apneumatic train system for governing the action of said automaticcontrol system or systems.

30. In a system of train control, in combination with motor-controllersof the sepa rately-actuated contact type on one or more cars, of meanslocal to each car for operating some or all of the controller-contactsin automatic succession, a governing-relay for the contacts adapted toprogress automatically, and a train-pipe connected to said relay.

31. In a system of train control, in combination with motor-controllersof the separately-actuated contact type on one or more cars, of anelectric system local to each car for operating some or all of thecontrollercontacts in automatic progression, and a pneumatic trainsystem for governing said electric system or systems.

32. In a system of train control, in combination with motor-controllersof the separately-actuated contact type, of an electric system local toeach car for operating the controller-contacts in automatic progression,a piston or diaphragm operatively associated with said electric systemfor controlling its action and a train-pipe in direct communication withsaid piston or diaphragm, and means for supplying said train-pipe withcompressed fiuid.

33. In a system of train control, in combi nation with motor-controllersof the separately-actuated contact type on one or more cars, of anelectric control system local to each car arranged to actuate some ofthe controller contacts in automatic progression, pneumatically-operatedrelays for governing the action of said electric control system, and

two train-pipes connected to said relays.

34. In a system of train control, in combination with motor-controllerson one or more cars, of an electric control system local to each car, apneumatic train system for governing the action of the electric controlsystem, and a manually-operated valve for governing the train system.

35. In a system of train control, in combination with motor-controllersof the separately-actuated contact type on one or more cars, ofcontact-actuating means local to each car and arranged to close certainof the contacts in automatic succession, pneumaticallyactuated devicesfor controlling said contact-actuating means and less in number than thenumber of contacts, train-pipes connected to said pneumatically-actuateddevices, and means for supplying said trainpipes with compressed fluid.

36. In a system of train control, in combination with motor-controllersof the separately-actuated contact type on one or more cars, ofcontact-actuating means local to each car and arranged to close certainof the contacts in automatic succession, pneumatic controlling devicesfor governing the action of said contact-actuating means, said pneumaticcontrolling devices being less in munber than the number of contacts,trainpipes, and means for supplying said train-pipes with compressedfluid.

37. In a system of train control, in combination with motor-controllersof the separately-actuated contact type on one or more cars, of localcontact-actuating means, pneumatically-actuated relays for controllingsaid contact-actuatmg means, the number of relays being less than thenumber of contacts, trainpipes connected to said relays, and means forsupplying said trainpipes with compressed fluid.

38. In a system of train control, in combination with motor-controllersof the separately-actuated contact type on one or more cars, of acontrol system local to each car arranged to actuate some of thecontroller-contacts in automatic progression, a plurality ofgoverningrelays including a relay for governing the actuating means ofthe contacts arranged to progress automatically, the relays havingdifferent settings, trainpipes connected to said relays, and means forsupplying said pipes with fluid varying in degree of compression.

39. In a system of train control, one or more cars having amotor-controller, controller-actuating means and a pair ofpneumatically-actuated devices for controlling said controller-actuatingmeans local thereto, trainpipes for connecting corresponding devices ofeach pair, and means for admitting com pressed fluid to saidtrain-pipes.

40. In a system of train control, one or more cars having amotor-controller, controller-actuating means and a plurality of pairs ofpneumatically-actuated devices for controlling said controller-actuatingmeans local thereto, train-pipes for connecting corresponding devices ofeach pair, and means for admitting compressed fluid to said trainpipes.

41. In a system of train control, one or more cars having amotor-controller, controller-actuating means and a pair of pneumaticallyactuated devices for controlling said controller-actuating means localthereto, train-pipes connected to corresponding devices, and-meansv foradmitting compressed fluid to said train-pipes, the direction of motionof the car or train being determined by the order in which thetrain-pipes are ener gized.

42. In a system of train control, one or more cars having motorcontrollers, controller-actuating means and pneumaticallyactuateddevices having difl'erent settings for controlling saidcontroller-actuating means local thereto, two train-pipes connected tosaid devices, and means for supplying said pipes with compressed fluidvarying successively in degree of compression.

43. In a system of train control, one or more cars having motorcontrollers, controller-actuating means and pneumatically actuateddevices for controlling said controller-actuating means local thereto,two train-pipes operatively associated with said devices, and means foradmitting compressed fluid successively to said train-pipes, the orderin which the fluid is admitted to said train-pipes determining thedirection of movement of the car or train.

44. In a system of train control, one or more cars having amotor-controller, electro. magnetic actuating means therefor includingan energizing-circuit having a switch and a pneumatically-actuatedswitch-actuating device local thereto, a train-pipe connected with saidswitch actuating devices, and means for admitting compressed fluid tosaid train-pipe.

45. In a system of train control, one or more cars having amotor-controller, electromagnetic actuating means therefor including anenergizingcircuit having a switch and a pneumatically actuated switchoperating means local thereto, two train-pipes operatively related tosaid switch-operating means, and means for admitting compressed fluidsuccessively to said train-pipes, the order in which fluid is admittedto said train-pipe de.

46. In a system of train control, one oi more cars having local theretomotor-com trollers, controller-actuating means andpneun'iatically-actuated devices controllii'ig said controller-actuatingmeans and having settings so arranged that said devices are efl'ec tiveunder widely-dillere1'1tpressures, a train pipe, and means for admittingcompressed fluid to said train-pipe.

47. In a system of train control, one or more cars having local theretomotor-controllers, controller-actuating means and devices forcontrolling said controller-actuating means arranged to be pneumaticallyactuated under widely-different fluid-pressure, a train-pipe connectedto said devices, and means for admitting said train-pipe fluid varyingsuccessively in degree of compression.

48. In a system of train control, a motorcontroller and anelectromagnetic controlleractuating system upon one or more cars, atrain-pipe, pistons or diaphragms in open communication with saidtrain-pipe and operatively associated with said controller-actuatingsystem for controlling the same, and

a motormans valve for admitting compressed fluid to said train-pipe.

49. In a system of train control, a motorcontroller and anelectromagnetic controlleractuating system upon one or more cars, aplurality of pistons or diaphragms operatively associated with each ofsaid systems for controlling the same, a train-pipe in opencommunication with said pistons or dia phragms, and means for connectingsaid train-pipe to a source of compressed-fluid supply.

50. In a system of train control, a motorcontroller and anelectromagnetic controlleractuating system upon one or more cars, agroup of pistons or diaphragms operatively associated with each of saidsystems for con trolling the same, the individual pistons or diaphragmsof each group having diflerent settings, a train-pipe in opencommunication with said pistons or diaphragms, and means for admittingto said pipe fluid varying successively in degree of compression.

51. In a system of train control, a motorcontroller and electromagneticcontroller-actuating means on one or more cars, pneumatically-actuateddevices for controlling said controller-actuating means, two train-pipesconnected to said devices, and a motormans valve for admittingcompressed fluid to said pipes, the direction of movement of the car ortrain being determined by the pipe to which fluid is first admitted.

52. In a system of train control, a motorcontroller and automaticcontroller-actuating means upon one or more cars, a trainpipe, pistonsor diaphragins operatively assotermining the direction of movement ofthe ciated with said controller-actuating means car or train.

1 and in open communication with said train IIO pipe, and a motormansvalve for admitting compressed fluid to said train-pipe.

53. In a system of train control, a motorcontroller and an automaticcontrollcr-actu ating system upon one or more cars, a group of pistonsor diaphragms operatively related to each controller-actuating systemfor controlling the same, said pistons or diaphragms being arranged tooperate under Widely-difl'ering pressures, a train-pipe in opencommunication with said pistons or diaphragms, and means for admittingcompressed fluid to said train-pipe.

54. In a system of train control, a motorcontroller and an automaticcontroller-actuating system upon one or more cars, pairs of pistons ordiaphragms operatively related to each of said systems for controllingthe same, train-pipes in open communication with corresponding pistonsor diaphragms of the pairs, and means for admitting compressed fluid tosaid train-pipes, the arrangement being such that both train-pipes areenergized during each cycle of motor'connections, the direction ofmovement of the car or train being determined by the pipe which is firstenergized.

55. In a system of train control, a motor controller and an automaticcontroller-actuating system upon one or more cars, a group of pairs ofpistons or diaphragms operatively associated with each of saidcontroller-actuating systems, train-pipes in open communication Withcorresponding pistons or diaphragms of each pair, and means foradmitting compressed fluid to said train-pipes, the direction ofmovement of the car or train being determined by the train-pipe to whichfluid is first admitted.

56. In a system of train control, a motorcontroller and an automaticcontroller-actu ating system upon one or more cars, a group of pairs ofpistons or diaphragms operatively associated with each of saidcontroller-actuating systems, the pairs of pistons of each group havingditlerent settings, train-pipes in open communication with correspondingpistons or diaphragms of each pair, and means for admitting to saidtrain-pipes lluid varying successively in degree of compression, thedirection of movement of the car or train being determined by the pipewhich first receives compressed fluid.

57. In a system of train control, a motorcontroller and an automaticcontroller-actuating system on one or more cars, a piston or diaphragmoperatively related to each of said controller-actuating systems fordetermining the relative connections of the motors and the resistance inthe motor-circuit, respectively, said pistons or diaphragms being setfor operation under Widely-varying degrees of pressure, a train-pipe inopen communication With said pistons or diaphragms, and a motormansvalve for connecting said trainpipe to a source of compressed-fluidsupply.

58. In a system of motor control, in combination with a motor-controllerincluding means for determining the direction of rotation of the motoror motors, of controlleractuating means, and a pneumatic systemincluding relays for governing the operation of the controller-actuatingmeans.

59. In a system of motor control, in combination with amotor-controller, of an automatic control system including a source ofpower, a pneumatic system for governing the operation of the automaticcontrol system, said pneumatic system including a controlling-valve.

60. In a system of motor control, a motorcontroller, an automaticcontroller-actuating system, a pneumatically-actuated relay forgoverning said controller-actuating system, and a pneumatic system forcontrolling said relay.

61. In a system of motor control, a motor controller, an automaticcontroller-actuating system, and a pneumatic system for governing theaction of the controller-actuating means, said pneumatic systemincluding two pipes and a control-valve common to said pipes.

62. In a system of control, a motor-controller, automaticcontroller-actuatin g means, pneumatically-actuated devices forgoverning the action of said controller-actuating means, two pipesconnected to said pneumatically-actuated devices, and means forsupplying said pipes with compressed fluid.

63. In a system of motor control, a motor controller, an electromagneticcontrol system, and a pneumatic system for governing the operation ofsaid electromagnetic control system, said pneumatic system including acontrolling-valve.

64. In a system of motor control, a motorcontroller, electromagneticcontrolleractuating means, pneumatically-actuated devices for governingthe operation of the controlleractuating means, and means for operatingsaid pneumatically-actuated devices.

65. In a system of motor control, a motorcontroller, electromagneticcontrolleractuating means, pneumatically-actuated devices for governingthe operation of the controlleractuating means, two pipes associatedwith said pneumatically actuated devices, and means for supplying saidpipes with compressed fluid.

66. In a system of motor control, a motorcontroller comprising aplurality of separately-actuated contacts, means including a source ofpower 'for operating some or all of said contacts in automaticprogression, and a pneumatic system for governing the action of saidmeans for operating the contacts.

67. In a system of motor control, a motorcontroller comprising aplurality of separately-actuated contacts, means for actuating saidcontacts in automatic progression, a pneumatic relay for controlling theoperation of said means for actuating the contacts, and means foroperating said relay.

68. In a system of motor control, a motorcontroller, electromagneticcontroller-actuatmg means, a piston or diaphragm operatively related tosaid controller-actuating means for governing the operation, a pipe inopen communication with said piston or diaphragm, and means forcontrolling the admission of compressed fluid to said pipe.

69. In a system of motor control, a motor controller comprisingseparatelyactuated contacts, means for operating said contacts inautomatic succession, pneumatically-actuated devices for governing theoperation of the contact-operating means and less in number than thenumber of contacts, and means for supplying said pneumaticallyac tuateddevices With compressed fluid.

70. In a system of motor control, a motorcontroller of theseparately-actuated contact type, means for actuating thecontroller-contacts and a portion thereof in automatic progression,pneumatic controlling system for governing the action of the means foractuating the controllercontacts and including means for checking theautomatic progression of the contacts Without aflecting those alreadyoperated.

71. In a system of motor control, a motor controller of theseparately-actuated contact type, an electromagnetic system arranged toactuate the controller-contacts and a portion thereof in automaticprogression, pneumatic controlling means for said electromagneticsystem, including means for checking the automatic progression ofcontacts Without affecting the contacts already actuated.

72. In a system of train control, in combi nation With motor-controllersof the sepalately-actuated contact type of actuating means for thecontroller-contacts local to each car and arranged to actuate said contacts in Whole or in part in automatic progression and a pneumatic trainsystem for governing the actuating means for the controller-contacts,said train system including a motormans valve and the arrangement ofparts being such that the automatic progression oi contacts may bechecked from the motormans valve without affecting the control alreadyactuated.

7 3. In a system of motor control, a motor controller comprising aplurality of separate contacts, actuating means arranged to operate saidcontacts in automatic progression, maintaining means for said contacts,and a pneumatic control system including means for rendering saidactuating means inoperative at any stage of the automatic progression ofthe contacts Without affecting the maintaining means of the contactsalready operated.

7 4. In a system of motor control, a motorcontroller comprising aplurality of contacts, actuating means arranged to operate said contactsin automatic progression and means for maintaining them in theiractuated positions, a pneumatic control system including a valve, andmeans for rendering the actuating means inoperative from the valve atany stage of the automatic progression of the contacts.

75. In a system of motor control, amotorcontroller comprising aplurality of separate contacts, actuating means arranged to operate saidcontacts in automatic progression, and a pneumatic control systemincluding means for rendering said actuating means inoperative at anystage of the automatic progression of the contacts.

76. In a system of train control, one 01' more cars having amotor-controller comprising separate contacts, actuating means arrangedto operate said contacts in automatic progression andcontact-maintaining means, a pneumatic train system including means forrendering the several actuating means inoperative at any stage of theautomatic progression of the contacts without atfecting the maintainingmeans for the contacts already actuated.

77. In a system oi motor control, a motorcontroller comprising aplurality of separate contacts, electromagnetic controlling means forsaid contacts including an actuating-circuit for actuating said contactsin automatic progression, and a pneumatic control system including meansfor rendering the actuatingcircuit inoperative at any stage in theautomatic progression of the circuits.

78. In a system of motor control, a motorcontroller comprising aplurality of contacts, electromagnetic controlling means for saidcontacts including an actuating-circuit for operating said contacts inautomatic progression and a maintaining-circuit, and a pneumatic controlsystem including means for rendering the actuating-circuit inoperativeat any stage in the progression of the contacts Without ailecting themaintaining-circuit of the contacts already actuated.

79. In a system of train control, one or more cars having an'iotor-controller comprising a plurality of contacts, electromagneticactuating means arranged to operate said contacts in automaticprogression and electromagnetic maintaining means for said contacts, apneumatic train system inclu h ing means for rendering the severalactuating means inoperative at any stage of the auto matic progression.

80. In a system of train control, one or more cars having amotor-controller comprising a plurality of separate contacts, electromagnetic controlling means for said con tacts including anactuating-circuit for actuating said contacts in automatic progressionand a maintainingcircuit, a pneumatic train system including means forrendering said actuating-circuit inoperative at any stage of theautomatic progression of the contacts Without afiecting themaintaining-circuits of the contacts already actuated.

81. In a system of train control, one or more cars having amotor-controller comprising a plurality of separate contacts, actuatingmeans arranged to operate said contacts in automatic progression,contactmaintaining means and pneumatic controlling devices for saidactuating and maintaining means, a train-pipe connected to said devices,and means for admitting compressed fluid to said train-pipe.

82. In a system of train control, one or more cars having amotor-controller com prising a plurality of contacts, actuating meansarranged to operate said contacts in automatic progression,contact-maintaining means and pneumatic controlling devices for saidactuating and maintaining means, said devices having different settings,a trainpipe connected to said devices and means for supplying compressedfluid to said train-pipe.

88. In a system of train control, one or more cars having amotor-controller com prising a plurality of separate contacts andelectromagnetic controlling means including an actuating-circuit foractuating said con tacts in automatic progression andmaintainingcircuits for said contacts, a pneumatic train systemincluding a motormans valve and means whereby the severalactuatingcircuits may be rendered inoperative from said motormans valveWithout affecting the maintaining-circuits of the contacts alreadyactuated.

84. In a system of control, a motor-controller comprising a plurality ofseparate contacts, actuating means arranged to operate said contacts inautomatic progression and maintaining means for said contacts, apneumatic control system including a relay for controlling the actuatingmeans and a second relay for controlling the maintaining means.

85. In a system of train control, one or more cars having amotor-controller comprising a plurality of contacts, actuating meansarranged to operate said contacts in automatic progression,contactmaintaining means and pneumatic control devices for saidactuating and said maintaining means, a train-pipe connected to saiddevices, and means for controlling the pressure in said train-pipe so asto render said actuating means inoperative at any stage of the automaticprogression of the. contacts Without affecting the maintaining means ofthe contacts already actuated.

86. In a system of train control, one or more cars having amotor-controller comprising a plurality of contacts, actuating meansadapted to operate said contacts in automatic progression,contact-maintaining means and pneumatic control devices having differentsettings, a train-pipe and a motormans valve arranged so that thetrain-pipe pressure may be varied in order to cause said severalactuating means to be rendered inoperative at any stage in the automaticprogression Without affecting the contacts already actuated.

87. In a system of train control, one or more cars having amotor-controller comprising a plurality of contacts, electromagneticcontrolling means for said contacts including an actuating-circuit foroperating said contacts in automatic progression and amamtaming-circuit, and pneumatic devices having different settings forcontrolling said cir cuits, a train-pipe and means for admitting to saidpipe fluid varying successively in degree of compression.

88. In a system of train control, one or more cars havingamotor-controller comprising contacts, electromagnetic controlling meansincluding an actuating-circuit for operating said contacts in automaticprogression and a maintaining-circuit, and pneumatic devices havingdifferent settings for controlling said circuits, a train-pipe connectedto said devices, and means for controlling the pressure in said pipe insuch a manner that the several actuating-circuits may be renderedinoperative at any stage in the automatic progression of the contactsWithout affecting the maintaining-circuits of the corn tacts alreadyactuated.

89. In a system of motor control, a motorcontroller, an automaticcontrol system and a pneumatic system for governing the action of thecontrol system, said pneumatic sys tem including a valve whereby themotorcontroller may be caused to progress intermittently by a series ofsteps or to progress continuously through the same steps.

90. In a system of train control, in combination With motor-controllersupon one or more cars, of an automatic control system local to each car,and a pneumatic train system for governing the operation of theautomatic control system or systems, said train system including amotormans valve Whereby the motor-controller may be caused to progressby a series of intermittent steps or to progress continuously throughthe same series of steps.

91. In a system of train control, in combination With motor-controllerson one or more cars, of an electric control system local to each car anda pneumatic train system for governing said electric control system, thearrangement of parts being such that the motor controller or controllersmay be made to progress by a series of intermittent steps or to progressautomatically and continuously through the same steps.

92. In a system of motor control, a motor circuit, a plurality of pairsof circuit-controlling pistons or diaphragms, the operation of bothpistons or diaphragms of one pair and one piston or diaphragm of each ofthe other pairs serving to make a complete cycle of circuit connections.

93. In a system of motor control, a motorcircuit, contacts therein,contact-controlling means, a plurality of pairs of pneumaticallyactuateddevices for controlling said contactcontrolling means, the operation ofboth devices of one pair and. one device of each of the other pairsserving to make a complete cycle of motor connections.

94. In a system of train control, in combination with motor-controllersupon one or more cars, of controller-actuating means and one or morepairs of pistons or diaphragms for governing said controller-actuatingmeans local to each car, train-pipes pneumatically connected tocorresponding pistons or diaphragms, and means for supplying compressedfluid to said train-pipes.

95. In a system of train control, in combination with motor-controllerson one or more cars, of controller-actuating means and one or more pairsof pistons or diaphragms for governing the action of saidcontroller-actuating means local to each car, train-pipes pneumaticallyconnected to corresponding pistons or diaphragms and a motormans valvefor connecting said train-pipes successively to a source ofcompressed-fluid supply.

96. In a train-control system, two trainpipes, a motor-circuit upon oneor more cars, a plurality of pairs of circuit-controlling pistons ordiaphragms arranged on each of said cars and connected to saidtrain-pipes, the operation of both pistons or diaphragms of one pair andone piston or diaphragm of each of the other pairs serving to make acomplete cycle of circuit connections.

97. In a train-control system, two trainpipes, one or more cars having amotor-circuit and a plurality of controlling pistons or diaphragmsconnected in pairs to said trainpipes, both pistons or diaphragms of oneof the pairs being operated during each complete cycle of motorconnections, and the direction of movement of the car or train dependingupon the order in which the pistons or diaphragms of said latter pairare operated.

98. In a system of motor control, a plurality of motors, two pipes,means controlled by fluid-pressure in one of said pipes for closing themain circuit, connecting the motors in series and cutting resistance outof the motorcircuit, and means controlled by the fluidpressure in theother pipe for connecting the motors in parallel.

99. In a system of motor control, a plurality of motors, two pipes,means controlled by fluid-pressure in either of said pipes for closingthe main circuit, connecting the motors in series and cutting theresistance outo'f the motor-circuit,.and means controlled byfluidpressure in the other of said pipes for con necting the motors inparallel.

100. In a system of motor control, a plurality of motors, two pipes,means controlled by fluid-pressure in either of said pipes forconnecting the motors in series and accelerating them, and meanscontrolled by fluidpressure in the other of said pipes for connectingthe motors in parallel, the direction of rotation of the motors beingdetermined by the order in which fluid-pressure is admitted. to thetrain pipes, together with. means for connecting said pipes to a sourceof compressed-fluid supply.

101. In a system of motor control, a plurality of motors, two pipes,means controlled by fluid-pressure in either of said pipes forconnecting the motors in series and accelerating them, and meanscontrolled by fluidpressure in the other pipe for connecting the motorsin parallel, together with a motormans valve for connecting thetrain-pipes with a source of compressed-fluid supply.

102. In a system of train control, a motorcontroller, a controlleractuating means on one or more cars, controlling devices arranged tooperate under widely-varying degrees of fluid-pressure operativel yrelated to said controller-actuating means, a train-pipe com-'municating with said devices, and means for supplying said train-pipewith fluid varying successively in degree of compression applied.

103. In a system of train control, a motor circuit upon each of aplurality of cars, two trainpipes, a plurality of movable switch membersupon each car for controlling the circuit connections, a plurality ofactuating devices for each of said members communicating with saidtrain-pipes, and means for admitting compressed fluid into thetrainpipes.

104. In a system of train control, a motorcircuit upon each of aplurality of cars, two train-pipes, a plurality of movable switchmembers upon each car for controlling the circuit connections, aplurality of actuating devices for each of said members in communicationwith said train-pipes, the order in which the fluid is admitted to thetrain-pipes determining the direction of movement of the car or train.

105. In a system of train control, controllers on one or more cars forvarying the speed and the direction of rotation of the motors, automaticelectromagnetic actuating means for said controllers local to said caror cars, relays for connecting said actuating means to localcurrent-collecting devices, and a train line for controlling saidrelays.

106. In a system of train control, motorranged to be operated in part inautomatic succession, automatic electromagnetic actuating systems forsaid controllers local to said car or cars, and a train system forgoverning said actuating systems including relays arranged to connectsaid actuating systems to local current-collecting devices.

In Witness whereof I have hereunto set my hand this 17th day ofSeptember, 1904.

FRANK E. CASE.

Witnesses:

BENJAMIN B. HULL, HELEN ORFORD.

